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(No Model.) 7 3 Sheets-Sheet 1.

T. J. HOGAN.

AIR BRAKE.

N0. 473,839. Patented Apr. 26, 1892.

WITNESSES:

(No Model.) ash-eets-sheec 2 T. J. HOGAN.

AIR BRAKE: I

mvsnrron,

Patented Apr. 26, 1892.

WITNESSES:

3 SheetsSheet 3.

Patented Apr. 26,1892.

INVENTOR,

T. J. HOGAN.

AIR BRAKE.

(No Model.)

a. v MW H 5 w G V 44 G H H :77

ii/hurrah STATES PATENT OFFICE.

THOMAS J. HOGAN, OE PITTSBURG, PENNSYLVANIA, ASSIGNOR TO THE\VESTINGHOUSE AIR BRAKE COMPANY, OF SAME PLACE.

Al R-BRAKE.

SPECIFICATION forming part of Letters Patent No. 473,839, dated April26, 1892.

Application filed August 29, 1891. $erial No. 404,106. (No model.)

To ctZZ whom it may concern:

Be it known that- I, THOMAS J. HOGAN, a citizen of the United States,residing at Pittsburg, in the county of Allegheny and State ofPennsylvania, have invented or discovered certain new andusefulImprovements in Air- Brakes, of which improvements the followingis a specification.

The object of my invention is to improve what is known as quick-actionautomatic flu d-pressure brake systems in which the quick action isobtained by an automatic reduction of train-pipe pressure under eachcar; and to this end my invention consists in improvements on the usualbrake apparatus whereby the automatic reduction of pressure on each carmay be obtained by means of a supplemental release-valve when the triplevalve and the automatic train-pipe releasevalve connected thereto arethrown out of action or disconnected from the train-pipe and whereby thesupplemental release-valve mav be thrown out of action or disconnectedfrom the train-pipe when the usual automatic and quick-action devicesare connected for operation.

My invention further consists in an improved valve device which isoperated by variations of pressure in the train-pipe to cause a quickreduction of train-pipe pressure in making emergency applications of thebrakes or for other purposes, such as operating pneumatic signals.

As is well known, the operation of quickaction release-valves inautomatic quick-action brakes is caused by a greater reduction in thetrain-pipe pressure than is required for operating the triple valves inmaking ordinary service stops. To make anemergeney application of thebrakes this greater reduction of pressure is initiated by opening theengineers valve, so that the air escapes freely to the atmosphere andcauses a sufficient reduction of train-pipe pressure between theengineers valve and the first quick-action release-valve to cause thefirst quick-action valve to operate and cause a still greater reductionof pressure in the train-pipe. It is this greater reduction of pressurewhich causes the next succeeding quick-action valve to operate, and so011 throughout the train.

There is a limit to the distance through which this reduction willoperate to cause a proper action of the next quick-action valve. Forexample, suppose that in a train of fifty cars equipped with thequick-action automatic brake there should happen to be several adjoiningcars on which the plug-valves in the branch pipes are closed, therebycutting outthe triple valves and quick-action releasevalves. Then thisis the case, there will be no reduction of pressure made by thequickaction valves in the section of train so cut out, and the reductionof train-pipe pressure made in the section of train just in advance ofthe section having the valves out out may not be great enough to extendbeyond the cut-out section and create a sufliciently great and suddenreduction of pressure to operate the quick-action devices on the firstcar following the cutout section. The result would be that the quickapplication of the brakes would not be m'ade on the cars following theout-out section. a

The principal object of my invention is to remedy this defect, and forthis purpose I provide a supplementary quick-action trainpiperelease-valve, which is so arranged that when the usual quick-actionrelease-valve is out out or shut oit from the train-pipe thesupplementary release-valve is operatively connected therewith, inconsequence of which the required reduction of train-pipe pressure ismade on each car to operate the releasevalves on the cars in the rear.

The means which I have shown for accomplishing this consists inconnecting a supplemental release-valvesuch as that shown 'in Fig. 2tothe branch pipe in such a position that it may be put in operativecommunication with the train-pipe or out out by the same movement whichdisconnects or connects, re-

spectively, the usual quick-action devices.

In the accompanying drawings, which illustrate my invention, Figure 1 isa general view showing the auxiliary reservoir, brake-cylinder,quick-action triple valve, and supplemental release-valve in endelevation and the train-pipe in cross-section, the branch pipe, by whichthe train-pipe is connected to the triple valve, being shown in sideelevation, except where it is in section to show the connections to theplug-valve which controls the communication between train-pipe andtriple valve. Fig. 2 is a vertical central section of the supplementalrelease-valve. Fig. 3 is a central section of the release-valve soproportioned as to be adapted for use as a signal valve, and Fig. 4 is amodification also adapted for use as a signal-valve.

Inthe drawings, Fig. 1., the train-pipe 1, branch pipe 2, triple valve7, brake-cylinder 8, and auxiliary reservoir are of the usual formemployed in the Westinghouse system of quick-action automatic brakes;but they may be of any of the forms employed in other similar systems. 1

Instead of employing a plug-cock with a single passage through it foropening and closing communication through the branch pipe 2, I employ acock or valve such as thatshown in the drawings, Fig. 1, and marked 3,whereby when the valve is in the position to close communication betweenthe train-pipe and the quick-action valve it opens communication betweenthe train-pipe and the supplemental release-valve 5 through the branchpipe or connection 4, and when the communication between the train-pipeand the usual quickaction devices is opened the communication betweenthe train-pipe and the supplemental release-valve is closed. The valveis put in the latter position by turning it through an angle of ninetydegrees in the direction of the arrow.

If desired, the valve may be turned in the direction of the arrowthrough an angle of one hundred and eighty degrees to cut off both thesupplemental release-valve and the usual quick-acting devices. from thetrain-pipe, or it may be turned in the opposite direction through anangle of ninety degrees from the position shown to open communicationfrom the train-pipe to the supplemental valve and also through thebranch pipe.

The supplemental valve may be employed to cause quick action with theplug-cock in the last-named position when employed with the old style oftriple valve, which has no quick-action devices connected to it,or whenthe usual triple valve quick-action devices are so arranged that theymay be separately cut off, as described in my pending application,Serial No. 396,937, filed June 20,1891.

The plug-cock 3 being in position to open communication between thetrain-pipe and the supplemental release-valve, the operation of thesupplemental release-valve (see Fig. 2) is as follows: The casing 5 ofthe supplemental release-valve is connected by the nozzle 11 to thebranch pipe 4, so that the air under normal train-pipe pressure enterschamber 12,

moves the piston 13 to the limit of its stroke,

thereby seating valves 25 and 17, flows through passage 14 in the casing5 and its connecting-passage 15 in the cap 30 of the casing, enterschamber 16, flows through passages 21 and in the stem 19, lifts thecheckvalve 23, and flows through passages 36 into nected valve 17 are soproportioned that the ordinary reductions of train-pipe pressure whichoccur in making service stops are not great enough to permit thepressure in chamber 24, acting on one side of piston 13, to overcome thereduced pressure acting on the other side of piston 13 and on the backof valve 17. The valves therefore remain seated; but when a suflicientreduction is made in the train-pipe pressure the piston 13 is moved bythe pressure in chamber 24 and the valve 17 is lifted from its seat,which causes a greater reduction of train-pipe pressure through theopening of port 35, and the piston 13 continues its outward movement,causing the collar 27 on the stem 19 to come in contact with the valve25 and lift it from its seat, thereby permitting the air to escape fromchamber 24 through annular ports 26 and 28. The valve 25 will be lifteda sufficient distance from its seat to cause a full opening of theannular port 26, which is purposely made large enough to quickly exhaustthe airfrom chamber 24, and as the air in chamber 24 is more quicklyexhausted than the air in the train-pipe the train-pipe pressure isgreat enough to move piston 13 in again and seat valves 17 and 25. Thepressure in the train-pipe then equalizes with the pressure in chamber24. The result is that a sufficient reduction of train-pipe pressure isobtained without entirely exhausting the pressure from the train-pipeand the release-port to the atmosphere is closed, so that the train-pipemay be recharged to release the brakes without any waste of air.

The capacity of the chamber 24 is to be so proportioned that theexpansion of the air therein, due to the outward movement of the piston13, will not cause too great a reduction of the pressure in chamber24before the opening of valve 25.

The area of the chamber 41 and under side of valve 17, which is exposedto atmospheric pressure, is purposely made larger than the area of theouter portion of exhaust-port 35, thus forming a differential passage,in order to obtain a sufficient effective pressure on the back of thevalve to assist in holding it to its seat without enlarging the outeropening to the atmosphere. The proportions depend on the train-pipepressure employed and on the effective areas of the two sides of piston13, as well as on the reduction of train-pipe pressure, at which it isdesired that the valve shall be opened. The check-valve 23 is a plainlight disk with a guiding-stem. The light spring 22 is intended to holdthe valve 25 against its seat when no pressure exists in chamber 24 andagainst the collar 27 when the piston 13 is moved from the inner end ofits stroke sufficiently to unseat valve 25. This insures the seating ofvalve 25 as soon as the collar 27 has passed into the recess 37 beyondthe plane of the valve-seat. In order to insure the seating of valve 17when there is no pressure in the train-pipe, a spring 38 is placedbetween the plug or bushing 18 and the valve 17, as shown in Fig. 2.This spring maybe placed between the piston 13 and the part 33 of thecasing, and in some instances may be omitted.

The port 35 may open directly to the atmosphere, or it may have attachedto it a pneumatlc signal device, such as a whistle, which will soundwhenever the train-pipe air is allowed to escape. The screw-plug 31would then need to be furnished with means for attaching the signaldevice, such as the screwthread 39 shown in Fig. 3. Fig. 3 issubstantially the same construction as that shown in Fig. 2, but theproportions are different, the device shown in Fig. 3 being speciallyadapted for use as a signal-valve, which is operated by pressure inchamber 24 on a reduction of train-pipe pressure to release air from thetrain-pipe, the air so released being utilized to operate a signal. Thegreater area of diaphragm 13 in Fig. 3 as compared with the piston 13 inFig. 2 is due to the smallerpressu re employed in signal-lines of pipe.In either case the movable abutment 13 may be either a piston ordiaphragm.

In Fig. 4 I have shown a modification of the valve devices shown inFigs. 2 and 3, which consists in adding the valve 40 to insure theclosing of the passage between the chambers 16 and 24 when valve 17 islifted from its seat. Fig. 4 also shows another arrangement foroperating valve 25 by means of stem 19, the valve 25 being actuated by abar or pin 41 instead of the collar 27.

The functions of all the modifications of my release-valve are the sameno matter how usedthat is, they are actuated by train-pipe pressure toclose communication with the atmosphere from the train-pipe and from thechamber 24, and they are actuated by the pressure in chamber 24 on areduction of train-pipe pressure to open these communications.

What I desire to claim as my invention and to secure by Letters Patentis- 1. In an automatic fluid-pressure brake system, the combination,with the triple valve and train-pipe and a supplemental releasevalve, ofa valve controlling passages from the train-pipe to the triple valve andfrom the train-pipe to said supplemental release-valve, respectively,substantially as set forth.

2. In an automatic fluid-pressure brake system, the combination, with atriple valve and quick-action devices for releasing the air from thetrain-pipe in making emergency stops, of a supplemental release-valve,substantially as set forth.

3. In an automatic fluid-pressure brake system, the combination, with atrain-pipe, auxiliary reservoir, brake-cylinder, and quickacting triplevalve, of a supplemental releasevalve adapted to be put into and out ofoperative communication with the train-pipe by means of a valve whichcontrols communication between the train-pipe and quick-acting devices,substantially as set forth.

4. In an automatic fluid-pressure brake system, the combination, withthe trainpipe, triple valve, and quick-action devices, of a supplementalrelease-valve and a cut-out valve controlling the passages from thetrainpipe to the triple valve, quick-action devices, and supplementalrelease-valve, said. cut-out valve being arranged so as to opencommunication from the train-pipe to the quick-action devices when itcloses communication fromthe train-pipe to the supplementalrelease-valve and to open communication from the train-pipe to thesupplemental releasevalve when it closes communication from thetrain-pipe to the quick-action devices, sub-v stantially as set forth.

5. In an automatic fluid-pressure brake system, the combination, with aquick-acting triple valve and the passage by which it is connected tothe train-pipe, of a supplemental release-valve and a cut-out valve, bymeans of which either the supplemental releasevalve or quick-actiondevices may be cut out or both simultaneouslyputin communication withthe train-pipe, substantially as set forth.

6. The combination, with a train-pipe, of a valve-casing connectedthereto, a movable abutment in the casing, a passage from the train-pipeto an exhaust-port and to a storage-chamber, and valve devices operatedby the movement of the abutment, controlling independenteXhaust-ports,onefromthe trainpipe and one from the chamber directly tothe atmosphere, substantially as set forth.

7. The combination, with a train-pipe, of a valve-casing, a movableabutment therein, a chamber having passages by which it may communicatewith the atmosphere or with the train-pipe, and valve devicescontrolling the communication from the chamber directly to theatmosphere and a release-port from the train-pipe, said valve devicesbeing operated by the movable abutment when said abutment is actuated byvariations of pressure in the train-pipe and chamber, substantially asset forth.

8. The combination, with a train-pipe normally containing fluid underpressure, of a Valve-casing having a chamber therein, a movable abutmentexposed on one side to pressure in the train-pipe and on the other sideto pressure in the chamber, and valve devices operated by movement ofthe abutment on a reduction of train pipe pressure to release pressurefrom the chamber directly to the atmosphere and by a separate passagefrom the train-pipe to a signaling device, substantially as set forth.

9. The combination, with avalve-casing, of a movable abutment therein, avalve connected to and operated by the abutment, and a differentialpassage controlled by the valve, said differential passage having twodifferent areas of cross-section, one next to the valve proportioned tothe area of the valve which it is desired shall be exposed to thepressure in the passage and the other proportioned to the volume orquantity of fluid which the passage is intended to convey.

10. The combination, in a valve device for controlling the passage offluid, of a passage restricted in proportion to the desired flow of thefluid and a concentric enlargement of the passage between the restrictedportion and the seat of the valve controlling the passage, substantiallyas set forth.

11. The combination, with a train-pipe, of a release-valve connectedthereto, a movable abutment within the casing of the releasevalve, avalve controlling a cylindrical port in the casing, and a valve throughwhich the stem of the abutment passes, controlling an annular port, bothvalves being arranged to be operated by the movable abutment,substantially as set forth.

12. The combination, with a train-pipe, of an automatic release-valvedevice operated by variations in train-pipe pressure and containin g avalve controlling a release-port from the train-pipe, and an annularvalve controlling a port, opening from a chamber within the easing ofthe release-valve device to the atmosphere, substantially as set forth.

13. The combination, with a train-pipe, of a supplemental release-valvecasing, a chamber within the casing, a movable abutment exposed on oneside to pressure in the trainpipe and on the other side to pressure inthe chamber, a valve operated by the movement of the abutment to opencommunication from the train-pipe to the atmosphere, and an annularvalve operated by the abutment to open communication from the chamber tothe at mosphere, the annular valve being opened and closed between thetimes of opening and closing the other valve, substantially as setforth.

14. The combination, with a train-pipe, of a supplemental release'valvecasing, a movable abutment working therein and operating a valvecontrolling communication from the train-pipe to the atmosphere, and avalve controlling communication from a chamber within the casing to theatmosphere, the opening and closing of the train-pipe release-valvebeing controlled by the pressure within the chamber and its exhausttherefrom to the atmosphere, substantially as set forth.

I 15. The combination, with a train-pipe, of a supplementalrelease-valve casing, a chamber within the casing, a movable abutmentoperated by variations of pressure, a valve outside of the chamber,connected to and oper-' ated by the abutment, and a valve Within thechamber, operated by movement of the abutment and controlling a portleading from the chamber to the atmosphere, substantially as set forth.

In testimony whereof I have hereunto set my hand.

THOMAS J. HOGAN. WVitnesses:

R. H. WHITTLESEY, J. SNOWDEN BELL.

